Rail-fastening to ties.



T. H. ELLIOTT.

RAIL FASTENING T0 TIES.

APPLICATION FILED JULY 22, 1913. 1 ,084;,61 9, Patented Jan. 20, 1914.

' WITNESSES:

A TTOR/YEYS f OLUMBlA PLANOGRAPN C0. WASHINGTON THOMAS HUNTLY ELLIOTT, OF VANCOUVER, BRITISH COLUMBIA, CANADA.

BAIL-FASTENING '10 TIES.

Specification of Letters Patent.

Patented J an. 20, 1914.

Application filed. July 22, 1913. Serial No. 780,505.

To all whom it may concern Be it known that I, THOMAS H. ELLIOTT, a citizen of the Dominion of Canada, residing at Vancouver, in the Province of British Columbia, Canada, have invented certain new and useful Improvements in Rail-Fastening to Ties, of which the following is a specification.

This invention relates to a manner for the attachment of rails to their ties and while particularly designed for use with a special rail section, which rail section forms the subject matter of my co-pending application No. 780,919, filed July 24;, 1913, may also be applicable to a rail of ordinary construction.

The object has been to provide a secure fastening, the attaching means of which is removed from direct proximity to the vibration of the traffic on the rails so that the securing means will not be so liable to slack back under such vibration. When used with wooden ties it is also advantageous in that it does not require that the tie shall be pierced from the underside by the securing means, so that water cannot penetrate the material and cause premature decay, and the fastening is without any splitting tendencyon the material of the tie.

The invention is particularly described in the following specification, reference being made to the drawings by which it is accompanied, wherein:

Figure 1 is a cross section of the rail showing the relation of the fastening thereto. Fig. 2 is apart section and side elevation of the same, the section being through the tie on the line A--A in Fig. 1, and Fig. 3

illustrates on an enlarged scale the action of the cones in tightening a hook lever, and Fig. 4 shows an alternatlve tie bushing in section.

In these drawings 2 represents the rail" and 3 the tie, which may be of wood, metal or concrete. tie, holes t are provided through its width, which holes are located on each side of the rail seat on the tie and preferably outside of the width of the flange, and a bushing 16 is inserted in each hole, the bore of which bushing is conically enlarged at each end, as at 17. Through these bushings fasten ing bolts 5 are passed at the head and nut of each of which is a conical sleeve6 the taper of the cone corresponding to that of the enlargement of the bushing 16 and around About the mid-depth of the Fig. l of the drawing to afford a hook engagement on the upper edge of the rail flange and at the other end have an eye or I aperture 12 which will allow the larger diameter of the conical sleeve 6 to pass into it but will not allow the beads 7. Just below the hook engagement 11 of these levers 1s aninwardly directed bend 13 adapted to retain in position a yoke or tie member 15, the ends of which tie members have elongated apertures through which the hook ends 11 are passed.

A pair of hook levers 10 with their connecting yoke 15 is placed on each side of the tie 3 with the hooks in engagement with the flange of the rail on each side and the conical sleeves are passed into the eyes 12 of the levers and the bolt 5 is passed through the sleeve 6 of a link on one side of the tie through the hole 4 and of the tie and through the sleeve of the link on the other side, and the tightening nuts are threaded on to the bolts.

The location of the bushings in the tie and the proportion of the hook levers and the length of their yokes are such that initially the smaller diameter of the sleeve. when tightened up, enters into the eyes of the links and into the conically enlarged bushings and will bear on the lower side of the eye 12 of each lever and the upper inner side of each bushing 16 and will tend, as the bolts are tightened, to force the eyes of the v levers apart in which movement the hook engagement will tighten on the upper side of the rail flange holding the flanges of the two rail sections tightly together and down on the ties.

Instead of the bushing 16 extending through the width of the tie, as shown in Fig. 2, it may, as shown in Fig. 4, be inserted from each side in a conically enlarged end. I

vThis fastening has been particularly designed for use with a compound rail which is the subject of my co -pending application above referred to, as that rail requires that the two parts of the rail be positively clamped together and held down to the ties, which requirement it is not considered is sufliciently met by the ordinary railroad spike.

The fastening, which is the subject of this application, is advantageous in that it positively performs this service, and the securing bolts being removed from the direct vibration of passing tratfic are not liable to slack back in use and the positive hold will on that account remain effective for a considerable time. The grip on the rail flange is a very powerful one, the pressure due to the pull of the bolt being increased to the fastening by the wedge-like action of the opposed cones, and is further multiplied by the proportion of the lever ends from their fulcrum yoke or cross tie 15.

Having now particularly described my invention, I hereby declare that what I claim as new and desire to be protected in by Letters Patent, is:

1. A rail fastening to ties, said means comprising opposed levers having engagement with the upper side of the rail flange on each side said levers being connected together adjacent to said hook engagement, and means reacting on the tie for moving the other ends of these levers outward and downward.

2. A rail fastening to ties, said means comprising opposed levers having a hook engagement with the upper side of the rail flange on each side said levers being connected together beneath the flange adjacent to the hook engagement, and means connected to the tie for securing the other end of each opposed lever thereto and for moving it outward and pulling it down.

3. A rail fastening to ties, said means comprising opposed levers having a hook engagement with the upper side of the flange of the rail on each side, a link connecting these levers together beneath and adjacent to the flange, means for connecting the opposite ends of these levers to the tie and a conical wedge between the tie and the end of each lever for forcing the lower ends of the levers apart and for drawing them endwise downward.

4. A rail fastening to ties, said means comprising opposed levers having at one end a hook engagement with the upper side of the rail flange on each side and having an eye at the other end, said levers being bent inwardly toward one another beneath the hook engagement, an open link extending between the levers and located at the bend referred to, and a cone inserted through the eye of each lever, and means for drawing this cone into engagement with the lower outer side of the eye of the lever and the upper inner side of an aperture in the tie.

5. A rail fastening to ties, said means comprising the combination with a tie having apertures through its Width on each side of the rail seat and parallel to the line of rail, a pair of opposed levers on each side of the tie one end of each of said levers having a hook engagement bearing on the upper side of the rail flange and the other end of each lever having an eye the distance from the hook to the eye being less than the distance fro-1n the upper side of the rail flange to the center of the aperture through the tie, means for connecting each pair of levers together beneath the flange of the rail, a conical sleeve in the eye of each lever and a bolt passing through the tie and through the conical sleeve on each side thereof.

6. A rail fastening to ties, said means comprising the combination with a tie having apertures through its width on each side of the rail seat and parallel to the line of rail, of a conical bushing in the outer end of each aperture, a conical sleeve fitting each bushing, a bolt passing through said conical sleeves, opposed levers on each side of the tie one end of each of said levers having a hook engagement bearing on the upper sideof the rail flange and the other end of said lever having an eye adapted to receive the larger diameter of the conical sleeve and a yoke between each pair of opposed levers connecting them together adjacent to the underside of the rail flange.

In testimony whereof I aflix my signature in presence of tWo witnesses.

THOMAS HUNTLY ELLIOTT.

Witnesses:

ROWLAND BRITTAIN, MAY WHYTE.

Gopies of this patent may be'obtained to: five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

